Elevator control system



Filed Feb. 4, 1929 2 Sheets-Sheet l INSULATION INVENTOR Harold W MaHmgly Y 14/ ATTORNEY Feb. 9, 1932. H. w. MATTINGLY 1,844,514

ELEVATOR CONTROL SYS 'IEM Filed Feb. 4, 1929 2 Sheets-Sheet 2 I Sf Floor INVENTOR Harold W. Madfingly ATT'ORNEY Patented Feb. 9, 1932 UNITED STATES PATENT OFFICE HAROLD W. MATTINGLY, OF SWISSVALE, PENNSYLVANIA, ASSIGNOR TO WESTING- HOUSE ELECTRIC & MANUFACTURING COMPANY, A CORPORATION OF PENNSYL- VANIA ELEVATOR CONTROL SYSTEM Application filed February 4, 1929. Serial No. 337,314.

My invention r lates to relays and more particularly to inductor relays of the type employed in control circuits .for elevators, hoists and similar equipment.

In elevator installations, it is common to provide holding circuits for the various direction-switches and speed switches, which circuits are opened automatically in any selected order by inductor relays carried by the car operated, when their magnets are energized, as they are moved past magnetizable iron inductor plates stationarily mounted in the hatchway at suitable distances from the floor levels past which the car moves. A system of this type is disclosed in the copending application of Edgar M. Bouton, Serial No. 731,921, filed August 14,1924 and assigned to the Westinghouse Electric and Manufacturing Company.

The inductor relays operate to stop the car at the floor levels at all of the floors intermediate the terminals but additional stopping devices must be provided for stopping the car at the terminal floors since absolutely positive action is necessary at these points for safety reasons and it is not desirable to depend upon the energized condition of a magnet for stopping the car when failure would mean danger to passengers and equipment.

In the past, it has been the practice to provide, in addition to the usual inductor relays for stopping the car, a separate terminal stopping switch, carried by the car, to be mechanically moved to its circuit controlling position by cams mounted at the terminals of the hatchway.

Such arrangement however, means that space on the car structure must be provided for the terminal switches as well as additional weight added to the car structure. Moreover, the terminal switch must be connected in its clrcuits by wiring installed in the field rather than in the manufacturing plant.

for slowing down and stopping the car at either terminal.

Another object of my invention is to provide a relay that shall combine the properties of a mechanical safety device and an automatic magnetic stopping device.

More specifically stated, the object of my invention is to provide an inductor relay, the contact members of which may be operated either by a magnetic circuit or by mechanical means.

Another object of my invention is to provide a switch which combine, in a unitary structure, a magnetically operated switch and a mechanically operated switch which may be assembled in the factory and installed as a unit, obviating the necessity of separate wiring for separate switches.

I have illustrated one of the various forms my invention may take, and one of the various applications thereof in the accompanying drawings, in which,

Figure 1 is a view, in perspective, of an inductor relay embodying my invention, and

Fig. 2 is a diagrammatic view of a control scheme for an elevator system embodying my inductor relay.

Referring to the drawings, I have illustrated, in Fig. 1, a relay 10 designed to be mounted upon and carried by the elevator tangular end plates 13 and 14 of suitable magnetic material. A plate 15, of insulating material, is mounted upon the rear edges of the end plates 13 and 14 to brace them in their operating positions and also to provide a terminal board for the electrical connections of the relay.

As shown, the relay is provided with four pairs of cooperating armatures 16 and 17, 18 and 19, 20 and 21, and 22 and 23, that are pivotally supported upon the end plates 13 and 14: by means of pivot pins 24. In order that each armature may be employed to open or close a circuit, it is provided with an arm of insulating materialwhich carries a contact member 26 disposed to engage a cooperating contact member 2? on a stationary conducting arm 28 that extends from the panel board or plate 15. The contact members 26 and 27 are biased to a closed position by tensile springs 29 which are mounted between, an-dlattached to, the extending arms 25 of each pair of armatures.

An inductor plate 30, of iron or other 'magnetizable material, stationarily mounted upon some part of the hatchway structure,

is so positioned as to enter the space between cooperating pairs of armatures 1618 and 1719 as the car passes the inductor plate. Hence the magnetic circuit, normally "extend ing from the "upper end of coil 12 through armatures 16 and 18 and thence through the air gaps between armatures 16 and 17, and 18 and 19 to the lower end of coil 12 will be changed by the insertion of inductor plate in place of the large air gaps to thereby allow the magnetism produced by coil 12 to overcome the force of springs 29 and cause the armatures to move and open their respective contact members. a

Contact members 26 and 27 associated with armature l6 and contact members 31 and 32, associated with armature 18, constitute, in effect, a double break switch by having a current conducting shunt 33 connected between contact members 26 and 31 respect'vely.

Hence if a circuit to. be controlled by the relay 10 is connected to stationary arms. 28

and 34, movement of either armature 16 or 18w1ll open the circuit.

The contact members for armature pairs 17 19, 20-22 and 21-23 are similarly arranged for controlling respective circuits con nected to each pair.

Another inductor plate 35 is provided in alignment with theopenings between armatures 2022 and 2123 for actuating these armatures when the car passes the inductor plate. By connecting different circuits to each armature pair, anddisposing the inductor plates 30 and '33 at different distances from the floor levels, the circui may be con trolled in any desired sequence as is hereinafter described.

speed relays 3 and 3. switches l and 2 control the direction ofcurtrolled thereby in a positive manner, whether the magnet coil 12 is energized or not. By this arrangement the same switch which is actuatable magnetically by the inductor plates may also be actuated mechanically to open the desired circuits.

Referring again to the drawings, Fig. 2 shows a motor-generator-motor set of the lVard'Leonard type comprising a driving motor M having a field winding MF and an armature M directly coupled to drive a generator G. An elevator motor EM, directly connected toa hoisting drum D, has its armature EM connected in loop circuit with the armature G of the generator G and the series field winding GSF of the generator G. In addition to the series field winding GSF, the generator G is provided with a separately excited field winding GF, and an auxiliary demagnetizing field winding GAP. The elevator motor EM is shown as separately excited, its field EMF being connected directly across line conductors L and L An elevator car G, is connected to, and partially balanced by a counterweight CW, by means of a cable Ca which passes overthe hoisting drum D. r

For maintaining the motor speed constant under varying loads, the series. winding GSF of the generator G is so proportioned that cumulative compounding of the generator is ach'ievedto increasethe voltage supplied to the motor under increase in load, and to decrease the voltage supplied to the motor speed as the load increases.

The direction and speed of rotation of the i elevator motor is controlled by an up-direction switch 1, a down direction switch 2, and The directional rent flow through the separately-eXcited-generator-field winding GF, and thespeed relay 3 controls the current value by including or excluding a resistor R from the circuit of the separately-excitedgenerator-field winding GF. The deceleration and stopping of the car is automatically controlled by means of an Lip-direction high-speed inductor relay UR, a down-direction high-speed inductor relay DR, an tip-direction slow-speed inductor relay URS, a down-direction slow-speed inductor relay DES, mounted on the caicooperating with inductor plates disposed in the hatchway adjacent the intermediate floor.

The illustrated system is shown as serving three floors, the intermediate of which, or second floor, has associated therewith an inductor plate for each inductor relay, so mounted with reference to the floor level as to magnetically actuate the relay contact members at the instant the car passes to the proper point for initiation of slow down or for final stopping as will cause the car to stop accurately at the floor level without over-running or under-running the floor. The plates are designated with a primed reference character corresponding to the reference character alloted to the relay it controls. While for simplicity of drawing, the relays are indicated as separate, it is to be understood that the relays may consist of separate pairs of contact members and armatures, all of which may be controlled by the same coil, as is illustrated in Fig. 1. For example UR may be armatures 17-19, DR may be armatures 1618,URS may be armatures 21-23 and DRS may be armatures 20-22.

At the terminal floors (the first and third), however, cam members UR and URS, DR and DRS" are substituted for the inductor plates UR, etc, and are so positioned as to mechanically actuate the armature's to the respective relay members UR etc., when the car arrives at the upper or lower terminals. By disposing the rollers 36 associated with armatures 16 and 17 out of vertical alignment, there need be no interference between contact members in the down circuits and in the up circuits.

The application of my invention is best disclosed by means of an assumed elevator operation. Let it be assumed that the car is at the lower terminal, and that it is desired that the car shall proceed to the second floor, stop there, and then proceed to the upper terminal. To start the car, the operator moves the handle of a car switch C8 in a clockwise direction to complete a circuit for energizing updirection switch 1, which circuit extends from line conductor L through conductor 41, con.- tact members 42, 43 and 44 of the car switch CS, conductor 45, the coil of rip-direction switch 1. conductor 46, contact members 47 of stopping inductor relay URS, and conductors 48 and 49 to line conductor L Upon .1 closing. up-direction switch 1 completes a self-holding circuit for its coil which extends from line conductor L through conductors 50 and 51, contact members d of up-direction switch 1, conductors 52 and 45, the coil of updirection switch 1, and thence as previously traced to line conductor L Upon closing, lip-direction switch 1 com pletes another circuit for the separately-excited-generator field winding GF which circuit extends from line conductor L through conductors 50 and 53, contact members b of lip-direction switch 1, conductors 54 and 55, the resistor R, conductor 56, the separatelyexcited-generator-field winding GF, conductors 57 and 58, contact members a of up-direction switch 1, and conductor 59 to line conductor L The generator G now has field excitation sufficient tocause it to supply suflicient voltage to the elevator motor EM to cause the m0- tor to accelerate to, and run continuously at, an intermediate speed, as determined by the value of resistor R. The elevator car C, therefore, starts upwardly.

To accelerate the car to full speed, the attendant moves the car switch handle further to the right to complete a circuit for the coil of speed relay 3, which circuit extends from line conductor L through conductor 41, contact members 42, 43 and 60 of the car switch CS, conductor 61, the coil of relay 3, conductor 62, the contact members 63 of inductor relay UR, conductors 64 and 49 to line conductor L Upon closing, relay 3 completes a holding circuit for its coil extending from line conductor L1, through conductors 50 and 65, contact members a of relay 3, conductor 66, the coil of relay 3, and thence as previously traced to line conductor L2.

Upon closing, relay 3 short circuits the resistor R from the circuit of the separately excited generator field winding by way of its contact members I) and conductors 67 and 68.

The generator voltage consequently rises, the motor speed increases and the car accelerates to full speed.

As the car approaches the floor at which it is to stop, the operator returns the car switch handle CS to its original off position, thereby completing a circuit for the coils of relays UR and URS, extending from line conductor L1, through conductor 41, contact members 42, 43 and 69 of the car switch 08, conductors 7 O and 71, the coil of relay URS, conductor 72, the coil of, relay UR, conductor 73, contact members 0 of up-direction switch 1, conductors 74, 75 and 59 to line conductor L2.

As inductor relay UR passes its associated inductor plate, located in the hatchway adjacent the second floor, it operates to disengage its contact members 63, thereby opening the circuit for the coil of relay 3. As relay 3 drops out the resistor R is reinserted into the circuit of the separately excited generator field winding, and the generator field excitation decreases. The generator G now supplies the elevator motor EM with voltage only sufiicient to operate it at an intermediate speed as determined by resistor R. The car therefore decelerates.

As inductor relay URS passes its associated inductor plate, it operates to disengage its contact members 47. thereby opening the cirbers c of down-direction switch v2, conductor 78,-norma-lly closed contact members 0 of up direction switch 1, and conductor 79 to conductor 80, and it is so designed that it sets up a field equal and opposite to that set up by the generator series field winding and the residual magnetism in the generator iron.

The generator voltage, therefore, decreases to zero,-and the motor'comes to a stop, through regenerative braking, as the car comes level with the floor. 'A magnetic brake, (not shown) effects final stoppage, and holds the elevator motor stationary until the car switch is again opera-ted,

In order to continue to the terminalfioor the operator will again proceed as described above. 7

I As the car approaches the terminal floor, the inductor relay UR engages its associated cam UR, thereby disengaging its contact members 63." As before, the disengagement of the Contact members, 63 of relay UR drops out relay 3, which results in the reinsertion of resistor E into the separately excited generator field circuit, and the elevator decelerates.

Similary, as the inductor relay URS engages its associated cam URS, its contact members l? are disengaged and the car comes to rest as previously described.

Although this description has been limited to travel in the up direction only, it is parent that'travel 1n the down direction would be similarly controlled except that updirection switch 1, speed relay 3 and inductor relays and USS and their cams would be replaced by deta n-direction switch 2, speed relays 3' and inductor relays DR and DES and their cams." v I r In order that the relay may functionas a safety device, it mustoperate to stop the car at the terminal floors regardless of the position-oi the car switch handle. Should the operator fail to return the car switch handle to its normal position as the car approaches either of theterminals, the coils of the in-' ductor relays will not be energized. Therefore, although the cams would operate to disengage the relay contact members as soon as the relay was out of range of the cam there would be no means to keep them open, and they would close, thereby recompleting the associated circuit. I have therefore providedtnat the cam associated with the relay UR shall be extended to engage the roller of relay UR until the cam associated with relay llltS'shall engage the roller of relay URS and that the cam associated with relay URS shall be extended to engage the roller of URS until thecar moves away from the terminal. The camsassociated with relay DR and DES are similarly extended. 7

It will be seen therefore that l have devised an inductor relay adapted to be operated either mechanically or magnetically, and that I have applied it to an elevator control system in such a way as' to provide mag netically controlled slow down and stop of the elevator car at intermediate fioorsi; and automatic, mechanically eii'e'cted, slowdown and stop at terminal floors; My invention combines the properties required for normal operation and for a safety device, thereby eliminating the regular safety switch and its attendant wiring.

While I have illustrated and described only one embodiment of my invention, I realize that it is susceptible of wide application, and do not therefore wish to be limited to the combination described except as set forth in the appended claims.

I claim as my invention:

1. In an elevator system, aneleva-tor car operable in a hatchway between limit positions; motive means for said car; a switch for controlling said motive means'to stop.

said car; a control circuit; an electromagnetic operator for said switch,efiective to operate said switch when said circuit is in a predetermined condition of energization, and said car is in a predetermined position be tween said limitpositions; and a mechanical operator for operating said switch to stop said car in a limit position, regardless of the operative condition of said circuit.

2. in an elevator system, an elevator car operable in a hatchway. between limit positions, motive means for said car; a switch for controllingsaid motive means to stop said car; an electromagnetic operator torsaid switch comprising a winding and relatively movable magnetic elements, controlled by the movement of said car, said operator being effective to operate said switch when said winding is in a predetermined condition of energization, and said car is-in a predetermined position between'said limit positions; electrical control means for establishing said predetermined conditionot 'energization of said winding to initiate astopping operation of said car when it is in said predetermined position; anda mechanical operator for operating said switch to stop said car in a limit position, regardless of the operative condition of said electrical control means.

3. In an elevator system, an elevator car operable in a hatchway between limit positions; motive means for said car; a'switch mounted upon said car for controlling said motive means to stop said car; an electromagnetic operator for said switch comprising a winding and a magnetic element mounted upon said car and a magnetic element mounted in the hatchway, said operator being effective to operate said switch when said winding is in a predetermined condition of energization, and said car is in a predetermined position between said limit positionsi electrical control means for establishing said predetermined condition of energization of said winding to initiatea stopping operation of said car when it is in said predetermined position; and a mechanical operator for operating said switch to stop said car in a limit position, regardless of the operative condition of said electrical control means.

4. In an elevator system, an elevator car operable in a hatchway between limit positions; motive means for said car; a switch for controlling said motive means to decelerate said car; an electromagnetic operator for said switch comprising a winding and relatively movable magnetic elements, controlled by the movement of said car, said operator being effective to operate said switch when said Winding is in a predetermined condition of energization, and said car is in a predetermined position between said limit positions; electrical control means for establishing said predetermined condition of energization of said winding to initiate a decelerating operation of said car when it is in said predetermined position; and a mechanical operator for operating said switch to initiate a decelerating operation of said car when it is in a predetermined position in advance of a limit position, regardless of the operative condition of said electrical control means.

In testimony whereof, I have hereunto subscribed my name this 31st day of January,

HAROLD W. MATTINGLY. 

